Railway-gate.



C. N. JAY

RAILWAY GATE.

APPLICATION man AUG.8, I917.

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CLAUD N. JAY, OF MARLOW, OKLAHOMA.

RAILWAY-GATE.

To all whom it may concern:

Be it known that I, CLAUD N. JAY, a citizen of the United States, and aresident of Marlow, in the county of Stephens and State of Oklahoma,have made certain new and useful Improvements in Railway-Gates, of whichthe following is a specification.

This invention is a divisional part of that for which I filed anapplication for patent in the United States on the 5th day of June, 1917Serial No. 172,993, relative to a guard for railways adapted to bevautomatically operated by a moving train, said guard be ing designed toobstruct the entrance of persons and cattle into restricted territory.

The invention provides a guard which may be used wherever a barrier maybe advantageously employed 7 and operable by means of a verticallysliding movement. The invention consists of a guard which is expansibleand adapted to cover a relatively wide tract when projected intooperative position and which is constructed to occupy a relatively smallspace when drawn into inoperative or folded position. a

' While the invention is particularly designed for use as a railway gateit isto be understood that it is susceptible of general application,hence, in adapting the same to any specific use, various changes in theform, proportion and minor details of construction may be resorted towithout departin from the nature of the invention.

The drawings show anadaptation of the inventiontoia railway gate inwhich- Figure 1 is a view in elevation of the guard and cooperatingmeans, the full line showing the relation of the parts when the guard isprojected and the dotted lines indicating the relation of theparts whenthe guard is withdrawn into inoperative posi- 4 tion. 7 i

Fig. 2 is a top plan view of the parts illustrated in Fig. 1. i r

a Fig. 3 is a perspective view of the guard. Fig. 4 is a transversesection on theline H ofFig. '1, looking to the right as indicated by thearrowsw r Fig. 5 ;is a detail view of a portion of the guardv wCorresponding and like parts are referred to. inthefollowing'description and indicatedin theseveralviews of the drawing bylike reference characters;

Specification of Letters Patent.

Original application filed June 5, 1917, Serial No. 172,993. Divided andthis application filed August 8, 1917. Seria1No.1 85,047.

Thernumeral 1 designates the rails of a track or line of railwayprovidedwith the invention. The guard for safe-guarding the track andpreventing the entrance of persons and cattle into prohibited territoryis disposed so as to extend between the rails l and for a short distancebeyond the sides of the track. In the drawings the guard is illustratedas having a vertical, movement and when in operative position, isprojected vertically above the road bed, and when out of the way, so asnot to offer any obstruction to the passage of a train or car, the guardis disposed or withdrawn below the surface of the road bed, as indicatedmost clearly by the dotted lines in Fig. 1. The normal or projectedposition of the guard is shown by the full lines in Fig. 1.

The guard and actuating mechanism are mounted in a casing 2, which isset in an en cavation formed in the road bed. The case 2 is preferablyclosed at its bottom and sides and is open at the top to admit of accessthereto for any purpose. When the, parts are in place, a cap plate 3closes thetop of the casing and is securelyfastened thereto. The casing2 extends transversely beneath the rails, and to a suitable distancebeyond the sides of the track so as to accommodate the guard andoperating mechanism.

The guard comprises abeam 4, of a length to extend across the track andbeyond the sides thereof a given distance. The ends of the beam l areenlarged,'as indicated at 5,

To reduce thefriction between the top of the end walls of the casing 2'injline with theguideways 8; The rollersL are mountedat the. outer lowercorners oftbe enlargements5ofthebeamd; I The opposite end portions ofthe hear-n4:

' d' l ii i l v i di; giqi n t f form sliding connection with operatinglevers 12 of the operating mechanism. Guard members 13 are hingedlyconnected at their lower ends to the enlargements 5 of the beam 4, andare disposed so as to swing in the A plane of the guard, and therebyadmit of such guard covering a greater extent when projecting than whenwithdrawn into the casing.

Springs 14 connect the member 13 with operative position, the members 13are moved outwardly at their'upper ends into fan shape by means of thesprings 14. When the guard is withdrawn into inoperativeposition, theupper ends of the members 13 are moved inwardly against the tension ofthe springs 14, and the outer faces of the outermost members 13 areflush with the extreme vertical edges of the enlargement 5, so as toengage the inner wallsof the guideways 8. V

The extreme members 13 travel upon the rollers 9 both when the guard iswithdrawn into the casing or projected from the casing into operativeposition. The springs 14 yieldingly connect the members 13 with thestandards 6, and also limit the outward movements of the members whenthe guard is projected. The end portions of .the springs 14 are formedwith longitudinal slots 15, which receive suitable fastenings 16 In thismanner provision is had for movement of the springs as also to limit theoutward movement of the members 13.

.Depressible V rails 17 are disposed adja cent the rails 1 andpreferably upon the inner sides thereof, and maybe of any length andmounted in any desired way. The rails 17 normally project a shortdistance above the treads of the rails 1 soasto be engaged by the wheels18 of the trucks and be depressed thereby.

Suitable operating means are provided between the 'depressible rails andguard to admit of the latter being withdrawn within the 'casing.2 ,'whenthe rails 17 are depressed. This mechanism comprises the levers 12,which are pivotally. connected at 27 to a bracket 2,8,pro'jectingvertically from the bottom ofthe casing 2. The levers 12 are disposedupon opposite sides of theplan of the guard'so' as not to interfere withthe vertical movements thereof. "The upper ends of the levers 12 areinwardly jo'ifset and .are

. j, provided with pins 29, which enter the slots 11 of the beam 4,thereby providing pivotal and sliding connection between such levers andbeam. The upper arms of'the lever 12 are exceedingly long, whereas "thelow-er ends of the levers 31 with L irons or brackets35 connected to thedepressible rail 17. The connection between "the links '34 and irons35and between such irons and thedepressible rails is adjustable, P toadmit of adapting parts as occasion mayrequire.

The links 34, levers 31 andstandards 32 are located at one side ofithecasing 2, and

theupper ends of the links 34 are bent laterally so as to makeconnections with the irons35.

Rods or bars 36 are disposed" near the ends of the casing .2, and aremounted in vertically disposed recesses 37 formed'therein. Expansiblehelical springs 38 located in therecesses 37 support the rods 36andadmit of such rods having a -downward movement when the rails 17 aredepressed.

The horizontal members ofthe L irons or brackets 35 rest upon therods{35*and are,

preferably secured thereto. The rods or members 36 inconjunctionwiththesprings 38 vieldably support the rails 17 and mayserve as stops to limitthe upward movement of the guard when projected.1 Q

To prevent shock when the guard reaches the limit of its downwardmovement, bufiers 39 are located'at the bottom of the casing 2, andthese bufierslengage opposite ends of the guard. The buffers39preferably con sist of springs of substantially V form, such springsbeing secured in any convenient manner'to the bottom of the casing. Inthe operation of the invention, the parts being assembled substantiallyas disclosed in the drawings and hereinbeiiore brackets 35 and. the rods36 downward with Fig. 1f Afterthe rails 17 are relieved of the weight ofaction of the train or car, the; rails 17 are again e'levatedintonormalpomemos sition by the action of the springs 38, thereby resetting themechanism and projecting the guard or gate into operative position.

It will be observed that the operation of the guard is automatic bothwhen depressed and projected, the guard being lowered into the casing bythe action of the train or car, and projected into operative position bythe action of the springs in the manner stated.

I claim r 1. A guard for railways comprising a beam, guard elementsprojecting from the beam, members pivotally connected to end portions ofthe beam and adapted to move in the plane of the guard, and springsforming connecting means between the members and the outermost elementsof the guard.

2. A guard for railways, comprising a beam, standards at the ends of thebeam, guard fingers projecting from the beam intermediate the standards,guard members exterior to the standards and pivoted at their lower endsto the guard and adapted to swing outward at their upper ends in theplane of the guard, and springs connecting means between the members andstandards and serving to normally hold the members spread at their outerends.

4. Protective means for railways,comprising a casing disposed in theroad bed beneath the track and a guard movable verticall in said casingand embodying a main portion and end portions, the latter consisting ofguard members pivoted at their lower ends to the main portion andadapted to spread at their upper ends when the guard is projected and tomove inward when the guard is withdrawn within the casing, and springsconnecting the guard members to one another and to the respective endsof the main portion.

CLAUD N. JAY.

Gopiea of this patent may be obtained for five cents each, by addressingthe Commissioner of Eatents, Washington, D. G.

